John w



(No llodel.) 2 Sheets-Sheet 1.V

J. w. WINT Dwa.

C. B. BRUNSON, ministrator. AUTOMATIC SAPETY ANGL K.

NO. 571,735. ate Nov. 17, 1896.

M ni 0 mi H ATTDENEY.

(No Model.) 2 Sheets-Sheet 2.

- J. W. WINTERS, Deo'd,

C. B. BRUNSON, Administrator. AUTOMATIC SAFETY ANGLE O OOK.

No. 571,785. -Pan'zed 170V. 17, 1896.

5 74- ;a l 7 M t I Z;

I' #JJ/ 771717555735 ENEZNTUR M41/ BY W 'ATTURNEY UNITED STATES PATENT OFFICE. f

JOHN XV. VVINTERS, OF ST. PAUL, MINNESOTA, ASSIGNOR, BY DIRECT AND MESNE ASSIGNMENTS, OF FIVE-EIGHTHS TO MARY O,BRIEN, MARY L. GELINA, J OI-IN GELINA, ALBERT J. KOS, DEVILLE H. KENT, AND AUGUST JOHNSON, OF SAME PLAOE; CHARLES B. BRUNSON ADMINISTRATOR OF SAID XVITERS, DECEASED.

AUTOMATIC SAFEll'Y ANGLE-COCK.

SPECIFICA'I'ION forming part of Letters Patent No. 571,735, dated November 17, 1896.

Application filed November 21; 1893. Serial No. 491.542. (No model.)

To (all 107110722, it ma]] confcel'it:

Be it known that I, JOHN W. WINTERS, of St. Paul, Ramsey county, Minnesota, have invented certain Improvenients in Automatic Safety Angle-(looks, of which the following,` is a specification.

My invention relates to improvelnents in plug-valves or angle-cocks which are used on the ends of train-pipes in fluid-pressure brake systems, its object being to provide means for detecting any unauthorized closing of the valves by causing the brakes to be automatically set on the Sections of the train in quick succession upon the closing of the valve, whereby the train is protected from injury by reason of the in ahility of the engineer to control the brakes, as would happen if the train was started with any of the valves closed. Another object is, by automatically applying,` the brakes, to prevent the startin g' of the train while the hose is uncoupled between any of the cars of the train.

To this end iny invention consists in provid-l ing a valve-Controlled exhaust for the air in the train-pipe, in case of the turning` of the cock, which valve is controlled by the pressure in the hose, and remains opened so long` as the hose is ccupled, thus after a short interval causing the brakes to be applied.

It further consists in an Outlet for the air in the hosc connected to the cock, which outlet remains open so long as the angle-cock is closed, thus exhausting the air in the hose and its connected portion of the train-pipe, thus causing' in such case the brakes to be applied to the rcmainder of the train.

It fu rther consists in a valve-Controlled outlet for the air in the train-pipe connected to the angle-cock when the cool: is closed, said valvecontrolling' said Outlet being,` normally closed, but being automatically opened to allow the escape of the air when the bu1np-- ers of the car and one adjacent to it come in contact, thus compelling' the trainman to icouple the hose and open the anglocock before the train can proceed.

My invention further consists in the construction and combination hereinafter described, and particularly pointed out in the claims.

In the accompanying drawings, forming part of this specification, Figure 1 is a side elevation of part of an engine-tender and passenger-coach coupled thereto, and provided with train-pipe, ang'le-cocks, and hose. Fig. 2 is an enlarg'ed detail of the car-bumpers, train-pipe, angle-cocks, and hose. Fig. 3 is a central longitudinal Vertical section of an angle-cock with niy improved attachment, the cock being shown open. Fig. 4 is a simila-r section of the cock in closed position. Fig'. 5 is a longitudinal horizontal section of the angle-cock shown in closed position, and Fig. 6 is adetail end elevation of the valve in the cech-plug.

In the drawing's, the plug l, fitted in the ordinary manner in the casing` 2 of the cool: and supported in place by means of the spring 2d in the ordinary inanner, is socketed or chambered out on opposite sides, as shown in Figs. 4 and 5,thus forminga cylindrical socket or Chamber 3 on the hose side of the plug` when the cool; is closed and the similar but smaller chamber 4: on the trainpipe side, each of these chambers or sockets having` a port opening into the passage 9 through the plug. Carried by the valve-Stein 5, which passes through the ports, is a piston G, having' a valve part 7, and working in the chamber 3, and the valve 8, which lies upon the bottom of the chamber 4:, the respective ports serving as seats for the valves, and the Stein 5 being of such length that only one valve can be seated at the same time.

The casing` 2 is provided with the lateral port 10, which places the opening 9 in the plug in comin unication with the outer air when the cock is closed. (See Fig. 5.) The plug is also provided with a port 26, which registers with the passage 25 in the casing 2, opening' into the cock toward the hose, when the cock is in closed position. (See Fig. i.)

lVhen the hose are coupled, if the cock is closed, the double valve A, made up as described, of the piston G, having the valve part 7 and the valve 8, connected by the stem 5, is operated so as to open Vthe valve 8 by means of the air-pressure in the hose aeting upon the considerably larger surface of the piston (3, as compared wi th the surface ofV the valve 8, thus allowing the air to escape from the adjacent train-pipe through the port Controlled by the valve 8 and port 10. At the same time the air is allowed to gradually exhaust from the hose and its connected part of the train pipe through the ports 25 26,the plug-openings, and port 10, so that if the cock is closed for a limited time the air will exhaust su-fficientl y from the entire train-pipe to apply the'brakes, yet allowing sufficient time for a trainman to unconple the hose after turning the cock, before the air is exhausted, so as to applyV the brakes. The instant the hose is thus uncoupled the pressure Vis removed from the piston 6, and the pressure in the train-pipe will immediately close the valve 8.

In order to prevent the possibility of a train being started while the hose between the cars remains uncou pled, I provide means for allowin gthe air to exhaust from the train-pi pe after the cars are brought together until the hose is eoupled, thus causing the brakes to be applied if the trainman neglects to perform his duty. For this purpose I provide the chaniber 17, in the bottom of the plug 1, having the valve-seat 16, in which is normally seated the valve 14, which works in the smaller chamber 11 and is held down by the weak spring 15. The chamber 11 is in Comm unication with the outer air by means of the registering passages '12 and 13 when the cock is closed. The stem 20 of the valve 14 projects downward below the anglecool: and nearly into contact with the removable wedge 21, which rides upon the fixed wedge 22, having suitable fixed support. The wedge 21 is carried by the rod 27, bent upon itself and extendin g through the car-bum per,

so as to project slightly beyond it. (See Fig. 2.)

It Will thus be seen that when the cars are brought together with their bumpers in position for coupling the wedges 21 will bc forced back, so as to lift their valves 14, as shown in Fig. 3. The plug 1 has a passage 18, communicating with the Chamber 17 and also with the passage 19, which leads to the train-pipe. The chamber 28, in which is arranged the spring 2a, also has an cduction port or passage 253. Consequently, the an glc-cock being closed, when the valve 14- is lifted, as describcd, the air is allowed to exhaust through the passages 19 and 18, the valve-opening, and the passage 23 from the train-pipe to the open air until the cock is opcned.

Operation: Then the angle-cock is turned by an unauthorized person so as to close it, the air immediately begins to cxhaust from the train-pipe at both sides of the cock in the manner above dcscribed, thus in time setting the brakes and giving a signal by reason of the eXhaust through the port 10, so as to 110- tify the trainmen as to which eock has been tampered with. In the ordinary service,when it is desired to cut out cars, the trainmen, after closing the cocks, will be eompelled to immediately uncouple the hose, so as to allow the valve 8 to close without setting the brakes. 'Vhen cars 'are brought together to be coupled, the 'trainmen must immediately couple the hose and open the angle-coeks to prevent the brakes being set by the exhausting of the air from the train-pipe through the valves 11 in the manner deseribed.

It will thus be seen that any tampering with the angle-cocks is immediately detected and all injury prevented by the automatic application of the brakes, and all neglect of duty on the part of the trainmen in coupling and uncoupling the hose is absolutely detected. It will also be seen that cars maybe uncoupled for switching and other purposes by prompt action of the trainmen in closing the angle-cocks and uncou pling the hose, thereby retaining the necessary pressure in the trainpipe to prevent application of the brakes while the cars are being handled.

I claimi 1. A plug-valve provided with an auxiliary valve arranged in the plug and having heads of different areas, substantially as shown and described.

2. A plug-valve comprising a valve-body adapted to connect with the train-pipe and with the hose, provided with an air-Outlet in one side, a plug mounted to turn in the said valve-body and having a port adapted to connect the ends of the said valve-bod y with each other or to register with said air-Outlet, and an' auxiliary valve fitted to slide transversely across the said plug-port to connect one or both ends of the valve-body With the said port at the time the plug is closed and its port registers with the said air-Outlet, said auxiliary Valve being provided with heads of different areas, substantially as shown and described.

3. The combination with the valve-body and its plug-valve having a transverse opening by means of which the ends of the body can be put into communication with each other, of means actuated by the pressure on one side of said plug when closed for opening communication between the other end of the valve-body and the outer air.

11. The combination with the plug-valve, of a transverse auxiliary valve slidable thcrcin, having two heads of different areas.

5. In a fluid-pressure brake system, the combination with the angle-cock valve-'body and its plug-valve having a transverse opening for establishing communication between the ends of the body and an opening` communieati ng with the hose end of the valvebody for gradually exhausting the pressure thcrein to the outer air, of means actuated by the pressure in the connected hose for opening communication between the other end of the valve-body and the outer air.

6. In a fluid-pressure brake system, the

IOO

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combination with the angle-cocl; if'alve-body, of the plug-Valve therefor having' a passage for establishing' communication between the ends of the Valve-body, and an opening for estahlishing communication between the hose end of the cool; and the outer air when the plug is turned to closed position, and means actuated by the pressure in the connected liose When the plug,I is in closed position for establishing communication between the train-pipe end of the cool: and the outer air.

7. The combination with the angle-coclc of an air-brake system, having a lateral releaseport communicating` with the plug-opening` when the cock is closed, of two stem-connected piston-Valves arranged in the plugr of the cock at substantially right an glos With the plugopening, the Stein being' of such length that only one valve can be sea-ted at a time, the z Valve adapted to be turned toward the hose end of the cool: being,` larger than the other, substantially as described.

S. The combination With the angle-cock of an air-brake system having` a port communicating' With the train-pipe when the cock is turned to close the pipe, of the valve for said port adapted to be opened automatically by the pressure of the air in the conpled hose, and to be closed by the pressure in the trainpipe when the pressure in the hose is relieyed, snbstantially as described.

9. The combination With the angle-cock of an air-brake system, provided With a lateral eductionport in communication with the train-pipe when the cock is closed, of the Valve adapted to automatically open said port while pressure reinains in the hose connected to the angle-cock, and to automatically close the port When such pressure is rcmoved.

10. The combination With the angle-cock of an air-brake system, of automatic means actuated by the air-pressure in the connected hose for exhausting' air from the connected i train-pipe when the angle-cock` is closed.

11. The eombin ation With the an gle-cocl: of an air-brake system, having a lateral releaseport communicating` with the plug-opening when the cool: is closed, and its plug having' a port connectin;` the plug-opening with the train-pipe When the cool: is closed, of the Valve for said plug-port adapted to be opened by the pressure in the connected hose and to be closed by the pressure in the train-pipe When the pressure is removed from the hose, substantially as described.

12. The combination with the an gle-cock of an air-brake system, having' a release-port communicating With the plug-opening' when the cock is closed, and its plug having' a lateral port connecting the plug-opening With the adjacent train -pipe When the cock is closed, of the Valve adapted to close the port in said plug, its stem and the piston carried by said stem and Working' in a Chamber in the opposite side of said plug, substantially as descrihed.

13. The combination with the angle-cock of an air-brake system, having a port adapted to open communication between the train-pipe and the outer air when the cock is closed, of a valve norm ally closing` said port, and means actuated by the bumper of the opposite car for opening` said Valve.

li. The combination With the angle-cock of an air-brake system, of the Valye operated automatically by the hose-pressure for exh austing` the air from the train-pipe When the cool; is closed, and the Valve operated by the bumper of another car for exhausting the air from the train-pipe when the cock is closed.

15. The combination With the angle-cocl: of an air-brake system, of means actuated by the impact of another car for exhausting the air from the train-pipe Wh en the cock is closed.

1G. The combination With the angle-cock of an air-brake system, of automatic means for exhausting the air from the train-pipe when the cool: is closed and the connected hose is coupled, and means operative by the impact of another car to likewise exhaust the trainpipe when the hose is uncoupled.

In testimony Whereof I hat-'e hereunto set my hand this 17 th day of November, 1893.

JOHN W. *INTERS.

fitnessesz T. D. MERWIN, ll. S. JOHNSON. 

